EP2998150A1 - Système d'entraînement hybride - Google Patents

Système d'entraînement hybride Download PDF

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Publication number
EP2998150A1
EP2998150A1 EP13888876.3A EP13888876A EP2998150A1 EP 2998150 A1 EP2998150 A1 EP 2998150A1 EP 13888876 A EP13888876 A EP 13888876A EP 2998150 A1 EP2998150 A1 EP 2998150A1
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EP
European Patent Office
Prior art keywords
current
power supply
power
drive system
power storage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13888876.3A
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German (de)
English (en)
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EP2998150B1 (fr
EP2998150A4 (fr
Inventor
Hisanori Yamasaki
Yasuhiko Wada
Hidetoshi Kitanaka
Keita Hatanaka
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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Publication of EP2998150A4 publication Critical patent/EP2998150A4/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/53—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells in combination with an external power supply, e.g. from overhead contact lines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L9/00—Electric propulsion with power supply external to the vehicle
    • B60L9/16—Electric propulsion with power supply external to the vehicle using ac induction motors
    • B60L9/18—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines
    • B60L9/22—Electric propulsion with power supply external to the vehicle using ac induction motors fed from dc supply lines polyphase motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C3/00—Electric locomotives or railcars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C5/00—Locomotives or motor railcars with IC engines or gas turbines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/10—Parallel operation of dc sources
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements

Definitions

  • the present invention relates to a hybrid drive system.
  • Patent Literature 1 A conventional drive system for an induction motor for a railroad vehicle is disclosed, for example, in Patent Literature 1 below.
  • the drive system includes a plurality of sets of power supply sources that include power supply devices that generate direct-current power and power accumulating devices (power storage devices) that are connected in parallel to the outputs of the power supply devices to supply and accumulate direct-current power, the sets of power supply sources are connected, via open/close- controllable switches, to inverter devices that receive individual supplies of electric power via the direct-current output units, and, when the power supply source that is electrically set to an open state by the switch is connected to the power supply source on the connection partner side, the drive system monitors the direct-current output voltage of the power supply source in the open state and the direct-current output voltage of the power supply source on the connection partner side and connects the power supply source in the open state when the voltage difference between both the direct-current output voltages is equal to or lower than a predetermined differential voltage.
  • Patent Literature 1 Japanese Patent No. 4166618
  • the present invention has been devised in view of the above and it is an object of the present invention to provide a hybrid drive system that can attain equalization of the service lives of power storage devices.
  • an aspect of the present invention is a hybrid drive system including first and second power supply devices that supply direct-current power, first and second power storage devices that are respectively connected to the first and second power supply devices and accumulate or discharge direct-current power, a first load device that receives direct-current power supplied from the first power supply device and the first power storage device and drives a first load, and a second load device that receives direct-current power supplied from the second power supply device and the second power storage device and drives a second load
  • the hybrid drive system including: a first diode that includes an anode side terminal connected to an output side of the first power storage device; a second diode that includes an anode side terminal connected to an output side of the second power storage device; and an auxiliary power supply device to which a connection terminal where cathode side terminals of the first and second diodes are connected is connected as an input terminal.
  • FIG. 1 is a diagram illustrating a configuration example of a hybrid drive system according to a first embodiment.
  • the hybrid drive system according to the first embodiment includes, as illustrated in FIG. 1 , a drive system 1 of a first group (hereinafter abbreviated as "drive system 1" as appropriate), a drive system 2 of a second group (hereinafter abbreviated as “drive system 2” as appropriate), and an auxiliary power supply device 3 that receives a power supply from the drive systems 1 and 2 in order to operate.
  • the drive systems 1 and 2 are, for example, systems for propelling and driving a railroad vehicle.
  • the auxiliary power supply device 3 is, for example, a device for supplying, to a load, electric power for services other than electric power for propulsion driving of the railroad vehicle.
  • the drive system 1 of the first group includes a first power supply device 11, a first load device 12, a first power storage device 13, and a first control unit 200a.
  • the drive system 2 of the second group includes a second power supply device 21, a second load device 22, a second power storage device 23, and a second control unit 200b.
  • the auxiliary power supply device 3 includes a power converting device 30 and a third control unit 250.
  • a breaker 16 a contactor 17a, which is a first contactor, a contactor 17b, which is a second contactor, a charging resistor 17c connected in parallel to the contactor 17b, and a fuse 15 functioning as an over-current protection element for the first power storage device 13 are provided between the first load device 12 and the first power storage device 13 as devices for the first power storage device.
  • a breaker 26, a contactor 27a, which is a first contactor, a contactor 27b, which is a second contactor, a charging resistor 27c connected in parallel to the contactor 27b, and a fuse 25 functioning as an over-current protection element for the second power storage device 23 are provided between the second load device 22 and the second power storage device 23 as devices for the second power storage device.
  • Electric power is supplied to the auxiliary power supply device 3 from both the drive systems 1 and 2.
  • a power line 34a drawn out from the connection end where the breaker 16 and the contactor 17a of the drive system 1 are connected is connected to the power converting device 30 via a fuse 32a and a diode 31a, which is a first unidirectional element so that electric power from the first power supply device 11 or the first power storage device 13 is supplied to the power converting device 30, and
  • a power line 34b drawn out from the connection end where the breaker 26 and the contactor 27a of the drive system 2 are connected is connected to the power converting device 30 via a fuse 32b and a diode 31b, which is a second unidirectional element, so that electric power from the second power supply device 21 or the second power storage device 23 is supplied to the power converting device 30.
  • the cathode side terminal of the diode 31a and the cathode side terminal of the diode 31b face each other and are connected. Therefore, it is possible to prevent the electric power from the drive system 1 from flowing back to the drive system 2 side. Further, it is possible to prevent the electric power from the drive system 2 from flowing back to the drive system 1 side.
  • a current measuring device 33 for detecting the input current input to the auxiliary power supply device 3 is provided on the input side of the auxiliary power supply device 3.
  • the current value (current measurement value) obtained by the current measuring device 33 is input to both the first and second control units (200a and 200b) as current values I33a and I33b.
  • first and second power supply devices 11 and 21
  • first and second load devices (12 and 22)
  • first power supply device 11 and the first load device 12 from which one of the two hybrid systems, i.e., the hybrid system of the first group, is configured.
  • FIG. 2 is a diagram illustrating a configuration example of the first power supply device 11.
  • the first power supply device 11 operates as a DC-DC converter that converts a voltage value of direct-current power supplied from a direct-current overhead wire 51 via a pantograph 52 into a direct-current voltage suitable for the first load device 12 and the first power storage device 13 connected to the output side.
  • a step-down DC-DC converter that converts a voltage of input direct-current power into a lower voltage is illustrated as an example; however, the first power supply device 11 is not limited to this configuration.
  • an overhead wire breaker 53 which is a first contactor for the first power supply device
  • a contactor 54b which is a second contactor for the first power supply device
  • a charging resistor 54c for the first power supply device connected in parallel to the contactor 54b
  • a filter reactor 111 which suppresses a rush current during an abnormal failure
  • an input-current measuring unit 112 which measures an input current (Ii)
  • a filter capacitor 113 which accumulates direct-current power
  • an input-voltage measuring unit 114 which measures an input voltage (Vi)
  • a power-supply-device main circuit unit 115 which performs a switching operation
  • an output reactor 116 for power conversion control output-current measuring units 117 (117a, 117b, and 117c), which measure output currents (Ia, Ib, and Ic), and an output-voltage measuring unit 118, which measures an output voltage (Vo), are provided.
  • the first control unit 200a performs arithmetic processing in accordance with the current information I11 (Ii, Ia, Ib, and Ic), the voltage information V11 (Vi and Vo), and the like, generates a PWM control signal (PWM11) for ON/OFF control of the semiconductor switches (Sa1, Sb1, Sc1, Sa2, Sb2, and Sc2) included in the power-supply-device main circuit unit 115, and controls the first power supply device 11. By being controlled in this way, the first power supply device 11 functions as a DC-DC converter.
  • the second control unit 200b performs a similar control.
  • the second control unit 200b executes arithmetic processing in accordance with the current information I21 (Ii, Ia, Ib, and Ic), the voltage information V21 (Vi and Vo), and the like, generates a PWM control signal (PWM21) for ON/OFF control of the semiconductor switches included in the power-supply-device main circuit unit, and controls the second power supply device 21.
  • the third control unit 250 performs a similar control.
  • the third control unit 250 executes arithmetic processing in accordance with current information I30, voltage information V30, and the like in a not-illustrated main circuit, generates a PWM control signal (PWM30) for ON/OFF control of not-illustrated semiconductor switches included in the main circuit, and controls the power converting device 30.
  • a three-phase multiplex form is illustrated as the power-supply-device main circuit unit 115 and the output reactor 116.
  • the power-supply-device main circuit unit 115 is configured in three phases, it is possible to appropriately shift switching timings of the phases of the power-supply-device main circuit unit 115. That is, the configuration in three phases is used for reducing the amplitude of current ripples of a three-phase combined output that is output from the first power supply device 11 and thereby reducing harmonics of the output current by shifting the occurrence timings of current ripples of the respective phases.
  • the power-supply-device main circuit unit 115 and the output reactor 116 can be configured in, for example, a single phase. Even in such a case, the function of the DC-DC converter is not lost.
  • FIG. 3 is a diagram illustrating a configuration example of the first load device 12 and illustrates a configuration example for converting a voltage of input direct-current power into a voltage of alternating-current power and obtaining a driving force for propelling a vehicle.
  • the first load device 12 includes a load-input-current measuring unit 121, which measures an input current (Is), a filter capacitor 122, which suppresses pulsation of the direct-current input voltage, a load-input-voltage measuring unit 123, which measures the input load voltage, a load-device main circuit unit 124, which is a semiconductor switch circuit for what is called an inverter operation for converting a direct-current voltage into an alternating-current voltage, load-output-current measuring units 125 (125a and 125b), which measure the output current of the load-device main circuit unit 124, and alternating-current motors 126a and 126b, which obtain the driving force by using the alternating-current power supplied from the load-device main circuit unit 124.
  • Is input current
  • a filter capacitor 122 which suppresses pulsation of the direct-current input voltage
  • a load-input-voltage measuring unit 123 which measures the input load voltage
  • the first control unit 200a performs arithmetic processing in accordance with the current information I12 (Is, Iu, and Iv), the voltage information V12, and the like and performs processing for generating a PWM control signal (PWM12) for ON/OFF control of the semiconductor switches (Su, Sv, Sw, Sx, Sy, and Sz) included in the load-device main circuit unit 124.
  • PWM12 PWM control signal
  • the load-device main circuit unit 124 functions as what is called an inverter.
  • the contactor 54a (see FIG. 2 ) is closed when the power supply device 11 is operating.
  • the contactor 54a is opened, for example, when the power supply device 11 is not operating or when some abnormality occurs in the power supply device 11 and the operation of the power supply device 11 is immediately stopped. That is, the contactor 54a is a contactor for controlling the connection and disconnection of the power supply device 11 and the direct-current overhead wire 51.
  • the charging resistor 54c is provided so that the filter capacitor 113 is charged while keeping a proper charging current value, and, when the charging is completed, the contactor 54b is closed to short-circuit both ends of the charging resistor 54c. During the normal operation after that, the contactor 54b is kept closed so that electric power is not consumed in the charging resistor 54c.
  • the fuse 15 (see FIG. 1 ) is provided to prevent a situation in which an abnormality occurs in the breaker 16, the load-device main circuit unit 124, or the like and an over-current continuously flows.
  • the breaker 16 alone is a high-speed breaker that is similar to the overhead wire breaker 53.
  • the breaker 16 is provided to mainly prevent an over-current due to the first power storage device 13.
  • the contactor 17a, the contactor 17b, and the charging resistor 17c alone have functions similar to the functions of the contactor 54a, the contactor 54b, and the charging resistor 54c, respectively.
  • the contactor 17a is a contactor for connecting or disconnecting the first power storage device 13 and the first load device 12.
  • the charging resistor 17c is a charging resistor for limiting the charging current to an appropriate charging current to charge the filter capacitor 122 (see FIG. 3 ) provided at the input of the first load device 12.
  • the contactor 17b is a contactor for short-circuiting the charging resistor 17c after completion of the charging of the filter capacitor 122 and preventing an input loss from occurring when the first load device 12 is driving. With the breakers, the contactors, and the like for the load device, the first power storage device 13 is safely connected to the first load device 12 or the first power supply device 11 and, on the other hand, it is possible to quickly disconnect the first power storage device 13, for example, when the first power storage device 13 is not in use or when an abnormality occurs in the first power storage device 13.
  • the first control unit 200a controls the power-supply-device main circuit unit 115 such that the first power supply device 11 is subjected to power conversion control that matches the driving control performed on the alternating-current motors 126a and 126b, and performs charging and discharging control on the first power storage device 13.
  • the first control unit 200a controls the opening of the contactors (54a, 54b, 17a, and 17b) and the breaker (16).
  • the first control unit 200a controls the turn-on of the contactors (54a, 54b, 17a, and 17b) and the breaker (16).
  • FIG. 1 the illustration of control signals input to the breaker (16) and the contactors (54a, 54b, 17a, and 17b) is omitted.
  • signals PF1 and PF2 which are transferred between the first and second control units (200a and 200b), are signals for recognizing a failure of the first group or the second group, i.e., a failure between the systems.
  • the signals are hereinafter referred to as "failure recognition signals”.
  • the same output command is given to the first and second load devices (12 and 22) configured from combinations of inverters and motors, and the first and second power storage devices (13 and 23) are configured from storage batteries having the same capacity. Therefore, basically, the states of charge (SOCs) and voltages in the first and second power storage devices (13 and 23) transition in the same manner.
  • SOCs states of charge
  • voltages in the first and second power storage devices (13 and 23) transition in the same manner.
  • differences appear in the charging amount and the charging voltage between the first and second power storage devices (13 and 23).
  • the drive systems fall into a situation in which, when the voltages of the power storage devices approach the upper limit or the lower limit, for example, the necessity for stopping the load devices or suppressing the outputs of the load devices occurs, the operations of the load devices are not aligned between the drive systems, and the rates of use of the power storage devices cannot be equalized.
  • the hybrid drive system according to the first embodiment adopts a form in which, as explained above, electric power from the first and second power storage devices (13 and 23) is supplied, via the diodes 31a and 31b provided with the output ends (the cathode side terminals) thereof facing each other, to the auxiliary power supply device 3 provided in the vehicle formation together with the drive systems 1 and 2.
  • electric power is supplied to the auxiliary power supply device 3 from the power storage device having the larger potential and the larger charging amount of the first and second power storage devices (13 and 23). Therefore, an effect is obtained where it is possible to attain equalization of the charging amounts or voltages (hereinafter generally referred to as "equalization of the voltages and the like") of the first and second power storage devices (13 and 23).
  • Equalization of the voltages and the like of the power storage devices can be realized by not only the connection configuration in which the diodes face each other but also a control method for the first and second power supply devices (11 and 21). The control method is explained below with reference to FIG. 1 and FIG. 4 .
  • FIG. 4 is a diagram illustrating a configuration example of the first control unit 200a, which realizes equalization of the voltages and the like of the power storage devices.
  • the second control unit 200b is configured in a similar manner.
  • an output-current-command-value generating unit 210 which includes an adder 212 and a power-supply-supplement-amount calculating unit 214
  • an output current controller 220 which includes a subtractor 222 and a controller 224
  • the power-supply-supplement-amount calculating unit 214 outputs, for example, a half (or a component equivalent to a half) of the current measurement value I33a to the adder 212 as a power supply supplement amount.
  • the adder 212 adds the power supply supplement amount to an output current command value Iref1 (referred to as a "first output current command value" when the sign is omitted).
  • the adder 212 then inputs the addition value of the output current command value Iref1 and the power supply supplement amount to the output current controller 220 as an output current command value Iref2 (referred to as a "second output current command value" when the sign is omitted).
  • the subtractor 222 performs subtraction of the output current command value Iref2 and the current measurement value I33a and inputs the difference value between the output current command value Iref2 and the current measurement value I33a to the controller 224, which is, for example, a PI controller, and the controller 224 generates an output voltage command value.
  • the PWM control signal PWM11 is generated according to the output voltage command value.
  • control is performed using the failure recognition signals PF1 and PF2 described above.
  • the first and second control units (200a and 200b) transfer the failure recognition signals PF1 and PF2 in advance.
  • the first and second control units (200a and 200b) When recognizing a failure or a stop of the system of the other group with the failure recognition signals PF1 and PF2, the first and second control units (200a and 200b) only have to output the current measurement value I33a itself (or an equivalent component), i.e., a component twice as much as the component when both the drive systems are normally functioning to the adder 212, as a power supply supplement amount without setting a half (a component equivalent to a half) of the current measurement value I33a as the power supply supplement amount as explained above.
  • the current measuring device 33 common to both the first and second control units (200a and 200b) is used as the current measuring device for measuring an input current input to the auxiliary power supply device 3.
  • current measuring devices 33a and 33b can be respectively provided exclusively for the first and second control units (200a and 200b) and the measurement values of the current measuring devices 33a and 33b can be respectively output to the first and second control units (200a and 200b).
  • the exclusive current measuring devices 33a and 33b are provided as illustrated in FIG. 5 and then the outputs of the current measuring devices 33a and 33b are input to both the first and second control units (200a and 200b) as illustrated in FIG. 6 , it is possible to continue operations even if a failure occurs in any one of the current measuring devices. Therefore, it is possible to further ensure redundancy.
  • each of the first and second control units (200a and 200b) always compares the measurement current values of the current measuring devices 33a and 33b.
  • the first and second control units (200a and 200b) determine that both the current measuring devices 33a and 33b are normal.
  • each of the control units only has to use a half (or a component equivalent to a half) of any one of the current measuring devices 33a and 33b (e.g., the current measuring device 33a) or the average of the measurement values of both the current measuring devices 33a and 33b.
  • the first and second control units determine that any one of the current measuring devices 33a and 33b has failed and discard, for example, the current measurement value of the current measuring device on the side outside the range of the normal input current of the auxiliary power supply device 3.
  • the control units only have to use, as a common signal, a half of the output signal of the current measuring device that is normally functioning.
  • the hybrid drive system in the first embodiment includes the first and second power supply devices that supply direct-current power, the first and second power storage devices that are respectively connected to the first and second power supply devices and accumulate or discharge direct-current power, the first load device that receives direct-current power supplied from the first power supply device and the first power storage device and drives the first load, and the second load device that receives direct-current power supplied from the second power supply device and the second power storage device and drives the second load.
  • the hybrid drive system includes the first diode that includes the anode side terminal connected to the output side of the first power storage device, the second diode that includes the anode side terminal connected to the output side of the second power storage device, and the auxiliary power supply device to which the connection terminal where the cathode side terminals of the first and second diodes are connected is connected as an input terminal. Therefore, an effect is obtained where it is possible to equalize the charging amounts or voltages of the power storage devices and, as a result, it is possible to attain equalization of the service lives of the power storage devices.
  • the first and second power supply supplement amounts which are the same amount, are calculated on the basis of the current value obtained by the current measuring device that detects the input current input to the auxiliary power supply device.
  • the first and second power supply supplement amounts are given as the command values for the first and second power storage devices, respectively. Therefore, an effect is obtained where it is possible to further facilitate equalization of the charging amounts or voltages of the first and second power storage devices.
  • the hybrid drive system in the first embodiment applies, when any one of the first and second power supply devices stops operating, to the other power supply device that continues a normal operation, the control for outputting the power supply supplement amount twice as large as the power supply supplement amount when both the power supply devices are normally functioning, i.e., the control for causing the power supply device that is normally functioning to take over electric power scheduled to be output by the power supply device that stops operating. Therefore, an effect is obtained where, even when a system failure occurs, it is possible to perform control for equalizing the charging amounts or voltages of the first and second power storage devices.
  • the hybrid drive system includes two current measuring devices that input measurement values to both the first and second control units.
  • FIG. 7 is a diagram illustrating the configuration of the first control unit 200a different from that illustrated in FIG. 4 as a configuration example of a hybrid drive system according to a second embodiment.
  • the configuration illustrated in FIG. 4 only the current measurement value I33a is input to the power-supply-supplement-amount calculating unit 214.
  • both the current measurement value I33a and a voltage measurement value V30 are input to the power-supply-supplement-amount calculating unit 214.
  • the power-supply-supplement-amount calculating unit 214 calculates, on the basis of the current measurement value I33a and the voltage measurement value V30, an input power value supplied to the auxiliary power supply device 3 and outputs a half of the calculated input power value to the adder 212 as a power supply supplement amount. Note that processing after that is the same as the processing in the first embodiment; therefore, redundant explanation is omitted.
  • the first and second power supply supplement amounts which are the same amount, are calculated on the basis of a product of the current value obtained by the current measuring device that detects the input current input to the auxiliary power supply device and the voltage value obtained by the voltage detector that detects the input voltage input to the auxiliary power supply device.
  • the first and second power supply supplement amounts are given as command values for the first and second power storage devices, respectively. Therefore, an effect is obtained where it is possible to further facilitate equalization of the charging amounts or voltages of the first and second power storage devices.
  • the control operation in the first and second control units (200a and 200b) that individually control the drive systems (1 and 2) of the first group and the second group to attain equalization of the voltages and the like of the power storage devices is mainly explained. However, if equalization of the rates of use of the power storage devices is further taken into account, a more preferable embodiment is obtained.
  • the control operation of the first and second control units (200a and 200b) performed when equalization of the rates of use of the power storage devices is further taken into account is explained below.
  • the first and second power storage devices (13 and 23) respectively provided in the drive systems (1 and 2) of the first group and the second group may be provided in a vehicle interior or may be disposed on the roof or under the floor.
  • a situation in which the temperatures of the battery cells in the first and second power storage devices (13 and 23) are not equal could occur because of the operation states of other devices adjacent to the first and second power storage devices (13 and 23), the magnitude of a heat discharge amount during operation, the magnitude of the wind velocity and volume around a device during traveling, and the like.
  • the first and second power supply devices (11 and 21), to which the first and second power storage devices (13 and 23) are respectively connected, can basically control electric currents themselves of the first and second power storage devices (13 and 23).
  • the voltage drop is naturally also large. In such a situation, conflict with limitations such as a voltage upper limit and a voltage lower limit, with which an applied voltage to the battery cells should comply, easily occurs.
  • temperature detection sensors 36a and 36b which measure representative temperatures of the battery cells, are respectively provided in the first and second power storage devices (13 and 23). Both pieces of temperature information obtained by the temperature detection sensors 36a and 36b are respectively given to the first and second control units 200a and 200b.
  • a control sequence (hereinafter referred to as a "temperature difference reduction mode") is set in the first and second control units (200a and 200b) for determining, for example, the presence or absence of a temperature difference and which of the power storage devices has a higher temperature and for controlling an SOC (an abbreviation of State of Charge; an index representing a charging state) of the power storage device having a lower temperature such that it becomes higher than the SOC of the device having a higher temperature.
  • SOC an abbreviation of State of Charge; an index representing a charging state
  • the temperature difference reduction mode for example, if the absolute value of the difference of the representative temperature (hereinafter simply referred to as a "temperature difference”) ⁇ T between the battery cells of the power storage devices 13 and 23 is equal to or larger than a setting value T1 [K] (
  • the hybrid drive system when the temperature difference between the internal temperature of the first power storage device and the internal temperature of the second power storage device exceeds the threshold, the hybrid drive system controls the power supply device connected to the power storage device on the higher temperature side such that the voltage or the charging amount of the power storage device on the lower temperature side is larger than the voltage or the charging amount of the power storage device on the higher temperature side. Therefore, an effect is obtained where it is possible to further facilitate equalization of the charging amounts or voltages of the first and second power storage devices.
  • FIG. 9 is a diagram illustrating a configuration example of a hybrid drive system according to a fourth embodiment.
  • the hybrid drive system in the first embodiment receives direct-current power via the direct-current overhead wire 51 as an input.
  • the hybrid drive system in the fourth embodiment receives alternating-current power via an alternating-current overhead wire 61 as an input.
  • a transformer 66 is provided on the input side of the power supply devices 11b and 21b.
  • the input-voltage measuring unit 114 which measures the voltage (a transformer primary voltage: Vi) applied to the primary side of the transformer 66, is provided.
  • components the same as or equivalent to the components in the first embodiment are denoted by the same reference numerals and signs and redundant explanation of these components is omitted.
  • the alternating-current power from the alternating-current overhead wire 61 is input to the primary winding of the transformer 66 via a pantograph 62 and an overhead wire breaker 63.
  • the transformer 66 includes the same number of sets of secondary windings as the number of drive systems.
  • the transformer 66 steps down the overhead wire voltage to a voltage suitable for current-supply-device main circuit units 115b present in the power supply devices (11b and 21b) in a later stage.
  • the outputs from the secondary windings of the transformer 66 are once input via contactors 64a and 64b and a charging resistor 64c.
  • the first and second power supply devices (11b and 21b) in the fourth embodiment are devices that convert supplied alternating-current power into direct-current power having a direct-current voltage suitable for the first and second load devices (12 and 22) and the first and second power storage devices (13 and 23).
  • the load devices 12 and 22 can be propulsion control devices for subjecting a railroad vehicle to propulsion control or can be auxiliary power supply devices for supplying electric power to devices other than the propulsion control devices in the railroad vehicle.
  • the load devices 12 and 22 include power converting devices that convert supplied direct-current power into alternating-current power having a variable frequency and a variable voltage amplitude, alternating-current motors driven by the alternating-current power, and traveling devices that transmit driving forces output from the alternating-current motors to the wheels.
  • the load devices 12 and 22 When the load devices 12 and 22 are auxiliary power supply devices, the load devices 12 and 22 perform an operation for converting supplied direct-current power into alternating-current power having a fixed frequency and a fixed voltage amplitude and supplying the alternating-current power to devices mounted on the vehicle.
  • the fourth embodiment it is possible to, under a condition where the vehicle travels under the alternating-current overhead wire 61, realize effects the same as the effects in the first to third embodiments, i.e., equalization of the voltages and the like of the first and second power storage devices (13 and 23). Therefore, it is possible to attain equalization of the service lives of the power storage devices.
  • FIG. 10 is a diagram illustrating a configuration example of a hybrid drive system according to a fifth embodiment.
  • the electric power from the overhead wire (the first to third embodiments: the direct-current overhead wire, the fourth embodiment: the alternating-current overhead wire) is received as an input.
  • a power generating device is an internal combustion engine and a generator.
  • components the same as or equivalent to the components in the first embodiment are denoted by the same reference numerals and signs and redundant explanation of these components is omitted.
  • An engine 71 is an internal combustion engine such as a diesel engine.
  • the mechanical output shaft of the engine 71 and the rotating shaft of a generator 72 are directly connected or connected via not-illustrated gears, pulleys, and the like.
  • the generator 72 is an alternating-current generator.
  • three-phase alternating-current power is obtained from the generator 72 and is input to a power supply device 11c.
  • the engine 71, the generator 72, and the power supply device 11c are components of the hybrid drive system and the number of sets of these components that are disposed and connected is basically the same as the number of sets of groups.
  • the power supply device 11c is a power converter that converts alternating-current power from the generator 72 into direct-current power input to the first power storage device 13 and the first load device 12.
  • the power supply device 11c operates according to the transfer of a signal as explained below.
  • a speed command or a notch signal SP_ENG1 which is a digital bit signal corresponding to the speed command
  • the engine 71 starts an operation with a speed characteristic conforming to the command.
  • torque control of the generator 72 is executed on the basis of input current information and output voltage information obtained by the power supply device 11c. According to such control, electric power corresponding to speed x torque is generated in the generator 72 and a direct-current power output is obtained by a main circuit operation of the power supply device 11c.
  • the power generating device is the internal combustion engine and the generator
  • effects the same as the effects in the first to third embodiments i.e., equalization of the voltages and the like of the first and second power storage devices (13 and 23). Therefore, it is possible to attain equalization of the service lives of the power storage devices.
  • an input to the power supply device can be from another power supply source such as a fuel cell.
  • FIG. 11 is a diagram illustrating a configuration example of a hybrid drive system according to a sixth embodiment.
  • two drive systems are present in the formation.
  • three or more drive systems are present in a formation.
  • n outputs are configured by causing the cathode side terminals of n diodes (31a, 31b, ..., and 31n) to face one another.
  • n diodes 31a, 31b, ..., and 31n
  • the power-supply-supplement-amount calculating unit 214 provided in each control unit only has to output 1/n (or a component equivalent to 1/n) of the current measurement value I33a to the adder 212 as a power supply supplement amount. Processing after that is the same as the processing in the first embodiment.
  • the power-supply-supplement-amount calculating unit 214 When m (m ⁇ n) drive systems among the n drive systems are normally functioning and the remaining drive systems have failed or are not operating, the power-supply-supplement-amount calculating unit 214 only has to output 1/m (or a component equivalent to 1/m) of the current measurement value I33a to the adder 212 as the power supply supplement amount.
  • the present invention is useful as a hybrid drive system that can equalize the service lives of power storage devices.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Hybrid Electric Vehicles (AREA)
EP13888876.3A 2013-07-01 2013-07-01 Système d'entraînement hybride Active EP2998150B1 (fr)

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Publication number Publication date
CA2916574C (fr) 2018-02-27
CN205970882U (zh) 2017-02-22
US20160082849A1 (en) 2016-03-24
EP2998150B1 (fr) 2019-08-21
EP2998150A4 (fr) 2017-04-05
JP6072912B2 (ja) 2017-02-01
WO2015001605A1 (fr) 2015-01-08
US9493077B2 (en) 2016-11-15
AU2013393504A1 (en) 2015-11-12
AU2013393504B2 (en) 2017-01-12
JPWO2015001605A1 (ja) 2017-02-23
CA2916574A1 (fr) 2015-01-08

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